Sidewise dumping mine car and the like



Ma 29, 1934. A. H. sTOw 3 9 SIDEWISE DUMPING MINE CAR AND THE; LIKE Filed April 21, 1924 7 Sheets-Sheet l C73 "(11 M m 23 2 Q2 \4 o \D N) o 1 O O 1 A S ooooooo N w N 6 l N t2 0 1 m WITNESSES: I I 11v VENTOR May 29, 1934-. H, s ow 1,961,019

SIDEWISE DUMPING MINE CAR AND THE LIKE Filed April 21, 1924 '7 SheetsSheet 2 7 5A 7 10 7 9" Z 0 0 Q [2 [5' 9 l5 9 Q Q J o v Q Q 46 Q 29 1 18 2 J 21 Z 6 20 4 Q Q 9 Q Q 25 9 Q Q G) 9 Fig. 7-

' iNVENTOR WITNESSES:

May 29, 1934. .s-row 1,961,019

SIDEWISE DUMPING MINE CAR AND THE LIKE Filed April 2]., 1924 7 Sheets-Sheet 3 o w 5A 13A 9" 26A I 253 J Q) 9 Q o 9 5A 17A 9 1 Q 25% 54 Q Q @1 Q Q o WITNESSES: mvmron May 29,1934. AH T W 1,961,019

SIDEWISE DUMPING MINE CAR AND THE LIKE Filed April 2.1, 1924 7 Sheets-Sheet 4 in 3 w I P o g in J 0 a o o w v 0 ma o 1 O N) 9 0 [R 1 0 :11 N g o 0 Q! r o LO Q Q 4 w E w o Q :11

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SIDEWISE DUMPING MINE CAR AND THE LIKE Filed A ril 21, 1924 '7 Sheets-Sheet 5 o o o o o o o 55 I 7 7A 5B I @0' WITNESSES: i m MENTOR Mam, 4Wm

A. H. grow I wfimw SIDEWISE DUMPING MINE GAR AND-THE LIKE Filed. April 21, 1,924 '7 Sheets-Sheet 6 I NVENTOR. www

May 29, 1934. H s Tow 1,961,019

SIDEWISE DUMPING MINE CAR AND'THE LIKE.

Filed April 21, 1924 'ZSheets-Sheet I z w o Patented May 29, 1934 1,961,019.

UNITED-STATES PATENT OFFICE SIDEWISE DUMPING MINE cart AND THE LIKE Audley Hart Stow, Charleston, W. Va., assignor, by mesne assignments, to Sanford Investment Company, Wilmington, DeL, a corporation of Delaware Application April 21, 1924, Serial No. 707,911 91 Claims. (Cl. l364) be quickly replaced, while the life of the larger in and relating to sidewise dumping mine cars capacity cars made practical by this design, may

' be materially increased.

, .Astill further object of the invention is to pro- 5 skilled in the art in the light of the following eX- vide certain improvements in features of conplanation of the accompanying drawings illusstruction, combinations and arrangements with mechanical expressions or embodiments from tageous mine car or other car, as will be more fully and particularly set forth and pointed out ments within the spirit and scope of the invenhereinafter. I

tion. Referring to the accompanying drawings:

Fig

Reference is here had to my three mine car applications as follows-#289,190, filed April supported wing type mine car, the left lower 11, 1919; #424,132, filed Nov. 15, 1920; #577,172,

filed July 24, 1922; also #676,326, filed Nov. 22, section along the dotted line 11,Fig. 2.

1923; for Axle boxing. (Now Patent No. 1,530,333,

dated March 17, 1925.)

1 Mine cars of acertain new type,-in which, as away, exposing a top view of the left end, as viewed endwise, the bottom of the lading body shown, of the wheel or traction truck. T

Fig. 3 is a top view of the wheel truck, similar lading body between the car ,wheels, is at least in to that in Fig. 2, but on a larger scale, part being Fig. 2 1s a top view of the car shown in Fig. 1

$5 from the so-called wing type car, in which only Fig. 4 is a section along the dotted line H; Fig. 3.

Fig. 5 is a top view of the bumper spring, with thi basi f d n ti n, the cars herein d its face plate, shown in section in Figs. 3 and 4.

called the inside lading body.

Cars that'are emptied of their lading by being m difi ti turned over side wise, with a cradle dump; are Fig. 9 is asection along the dotted line commonly called side wise dumping cars, or cradle Fig 0 greatly increased capacity can addition, inconjunction with outside longitudinal W W side Sin P wing type car may be emptied of its lading, without injury the wings supported somewhat differently. to the relatively light and flimsy lading holding of a slde S111 b0dy ported mine car havlng cross beam supported A still further object is to provide an end sill Wingsi Fig. 14 shows a. side view of a car similar to that shown in Fig. 13, except that the supporting easily removable spring bumpers and easily reside sills are outside the wheels. movable spring draw-bars or draw-heads, in or- Fig. 15 is a section along the zig-zag dotted line :35 der thereby, that the bumpers and draw-bars may 15 15, Fig. 13, looking toward the left, as shown.

ceiving recess formed by the pressed end channel shown,

had through the aperture 16, of the car, the entire bumper may be re-v while its upper and lower rivet slots 9A, to permit Fig. 16 is a section along the dotted line 16-16, Fig. 13, also looking toward the left, as shown.

Fig. 1'7 is a section along the dotted line 17-17, Fig. 13, similar to Fig. 16.

Fig. 18 shows a section along the dotted line 18-18, Fig. 12.

Fig. 19 shows a section along the zig-zag dotted line 19-19, Fig. 14.

Fig. 20 shows a side view of the right end, as of the supporting side sill shown in Fig. 14.

Fig. 21 shows an end view of the Z-bar side sill shown in Fig. 14.

Fig. 22 shows a section of the side sill, with cross sill connection.

Fig. 23 is ariations in details of construction.

Fig. 24 is a diagrammatical view also showing variations in details of the outside lading body supports.

Fig. 25 is a section along the dotted line 25-25, Fig. 2'7, of the cast steel draw-bar.

Fig. 26 is a view similar to Fig. 3, of half of another form of end sill construction.

Fig. 2'7 is a view similar to Fig. 4, of the form of end sill construction shown in Fig. 26, but with cast steel'spring draw-bar and other parts in working position.

Fig. 28 is a plan showing the blank out of which the special channel end sill Fig. 26, is made.

Fig. 29 is a top view, my improved bumper formed up.

Fig. 36 is a top view of the sheet metal. blank out of. which my improved bumper face plate is formed up.

As shown in Fig. 1, the Wheels 1, on the rails 2, support the rotary car axles 3, the axles in turn supporting the axle boxings ings support the car side sills 5. The relatively light and flimsy lading holding body 6, may be of either sheet metal or of wood, and may be retained in its proper working position with respect to the side sills, by. the flat strap irons 7, which may be termed the belts or binders, the terms applied to similar flat iron straps used for similar purposes in the old type mine cars. Across the ends of the car, there are commonly two horizontal fiat iron braces 8, one on each end, see also Fig. 2.

face plate, when first Bumpers The car, as shown in Figs. 3 and 4, has the spring bumper consisting of the bumper face plate 9, the transverse bumper block 10, of wood, the fibres or grain of which, are at least approximately, at right angles to the side sills, the 11, a leaf .spring, see Fig. 5, and plate 12. w

, The bumper bolts 13, Fig. 3, one on either side, may' hold the bumper face plate, the bumper block, the bumper spring, and the spring face plate, all in working position. By unscrewing the bumper bolt nuts 14, access to 15, in the bottom plate the spring face moved for examination, whole or in part. I My improved bumper face plate 9, Figs. 3 and repairor renewal in -4, formed. up out of a sheet metal blank, is in cross section horizontal U-shaped, as in Fig. 4, inner edges have the longitudinally of the car, within the bumper review similar to Fig. 18, showing vawith part broken away, of

4, whilethe box theless (being bumper spring which may be ing member 23.

the faceplate to slide 1'7, without the rivets My improved bumper face plate, when first I the bolt holding seat 93, Fig. 29, the outer curved face 90, parallel curved inner edges, 9D, and the radial ends 9E. Except for the bolt holding seats, this is substantially the old style center bumper plate 9F, in use for many years, and usually formed up out of the rectangular sheet metal blank 9G. Evidently, it now only remains toshear the inner edges, and to punch the rivet slots and bolt holes, as shown in Figs. 3 and 8.

The bumper block 10, Figs. 3 and 4, consists of a transverse wooden beam, the 'ends of which abut against the vertical inner sides of the Z-bar side sills 5A. The grain of the wood is at least approximately parallel with the end beam-channel 17, so that the bumper shock is at right angles to the grainof the wood.

The vertical side of the bumper block next the end channel, is hollowed out to receive the bumper spring face plate 12, and the bumper spring 11, (Fig. 5), the object of the spring face plate, being to prevent the spring from cutting into the bumper block. Before the spring is entirely flattened out, the wood block comes to a bearing against the end channel, thus cushioning the final impact.

If the bumper spring 11, and its face plate 12, Figs. 3, 4, and5, be omitted, and the bumper block 10, replaced by the also transverse wooden bumper block 10A, Figs. 8 and 9, wide enough, as it appears in Fig. 9, to be held by the bolts 13, againstthe vertical member of the end channel 17A, as shown, Figs. 8 and 9, there will thus be provided a sol d springless bumper, which neveraction. Some varieties of wood are slightly comacross the grain, so that this improved springless bumper may still be cushioning in its action, in that it cushions the compressive haulage shocks, which otherwise tend to loosenthe end sill riveting, and thus shorten the life of the equipment.

Draw-bars wood) is also cushioning in its.

The form of readily detachable draw-bars shown in Figs. 3, 4 and 6, consist of the upper draw-bar 19, and the lower draw-bar 19A. The reaction plate 20, is riveted or bolted to the rear vertical face of the upper draw-bar, as shown, and is held in place by the nuts 21. The shock plate 22, is permanently riveted to the upper inner faces of the main double diagonal end beam member 23. The draw-bar slot or notch 22A, Fig. "l, in the. shock plate, engages the lower drawbar, and assists in keeping the draw-bars from swinging side ways, while a trip of cars is being pulled around a curve, although the two nuts 21 are in a position-to take care of this reaction, without other assistance.

The shock plate however, prevents the abrasicn of the main double diagonal end sill brac- The reaction plate 20, Fig. 4, is just below the shock ,plate 22, so that the reaction plate is held down bythe shock plate. The stop block 24, riveted to the front face of the lower draw-bar, also rests against the under side of the shock plate, and also serves tohold the draw-bars in their correct positions,

22A, Fig. '1, may be omitted.

Removing the nuts 21, Fig. 3, with their bolts,'

so that the draw-bar slot.

I5, gill perifntii1 the ti livithrrllrawakl tovzardttheright, Double diagonal end beams as s own, e en ire rawar s we ure. The removal of the old type draw-bars, when broken, The plem e and the spring bumperfles is a matter of some dimcultm well as both the rigid draw-bar and the sprlng 5 As the tractive and compressive haulage shocks (paw-barm? here1n.are at fi t 8 are at least approximately, on the average, some- 9 the Slmflar parts m my three mme ear apthing like equal in amount, Spring draw bars are plications #289,190, #424,132, #577,172, above "quite necessary as spring bumpers, in order,.to P The dPuble elagenal end beam attain, the maximum length of life, of equip F1gs.3 and 4, s also rather closely along the line i of a similar end beam shown in the last men- 85 tioned application, #577,172. The spring draw-bar shown in Figs. 8 and 9, is of substantially the same general construc- What may be i the mem remferemg tion. The reaction plate 20A, is riveted to the of the double elagenal beam right face as shown of the vertical part of the Figs. 1, 2, 3 and 4, the double diagonal or special web plate 23. 0 top draw bar the slide e whleh also This special web plate, integral throughout its 90 ngth,

ower drawbar 190, the s rm bracket 26 hem vertical members of the side sills 5, from which in tum riveted to the g the points of attachment, the web plate extends in i plateso as to support the leaf Spring 27, in work straight lines, diagonally toward the end channel 95 mg position. 17, so as to meet the end channel closely on either The upper horizontal part of the spring bracket side of e i This Web plate 15 self may evidently be made long and heavy enough fened against buckling, between the side and end to take the final impact before the leaf spring is $1118 by the upper Structural angle and by the fl/my flattened out. ends of the leaf spring lower structural angle 30, which latter is in turn 100 riveted to the car bottom 16, while the upper g g z gi gf g m e brackets also angle is in turn riveted to the gusset plate 31, the

As shown in Fig. 8, the draw-bar leaf spring gussetplate being also riveted to the upper flange has its two ends bent backwardly, to the right,

30 as shown, at an angle of approximately 45 deend channels This form of end beam can 105 the upper angle 29, and the lower angle 30 above i hich forms the bum er receiver.

w As in the case ofpthe rigl. drawmar by described. Leaving off the gusset plate 31, gives moving the bolts 21A, Fig. 8, the entire draw-bar more ready access to the bumper bolts as with its spring, may be withdrawn, to the right, as to the draw'bar blts 40 asshown. The outward ends of the slide plate are I This partially flanged web plate 233? may be 115 slotted to receive the bolts 21A, so as to permit the 3 g P of e Sheet metal blank necessary sliding motion of the spring draw-bar, so ha end View it W111 P the as shown.

blank 23B, forming the upper flanges the lower The upper-edge of the slide plate 25, Fig. 9, i bears against the under side of the upper flange gg of blank fermmg the lower 320 23A, 01' the special Z-bar 2335, (Figs. 10 and 11), nges' en 9 Plate has thus been while the lower edge of the slide plate bears flanged further 'r so as to h against the upper face of the plate 16 which forms double diagonal 5111 braee' as shown the lading bottom. The horizontal portion of the lower draw-bar 19C rests on the upper flange of releftwely ilmple and mexpenswe qpemtlm- 125 the end channel 17A. By these two means, the sliding motion of the draw-bar is maintained par- Slate may alsio germed partially flanged allel to the action of its spring, and in line with er a spec and also evidently be the tractive haulage strains. made gogg far tllie heaviest service. The shock plate 223 shown in Figs. 8 and 9, is a w e an meter slowed down so as to 3 block riveted to the center portion of the special .Z-bar and to the end channel, thus binding them eat the end Sm members wm evidently be all together. i

The side rivets 18A, Fig. 8, which hold the ends case the bumper P1at 9'the bIImDBIibIOCk 10, and cc of the Z-bar to the side sills, should be counterthe end channel 5 3 d bear st the sunk on the inner side, to permit the insertion and double diagonal 5111 membel: n the cenactibn of the Slide mam ter. When the trip of cars is being started from As with the rigid draw-barfwhat is termed the restuthe qq diagonal end Sill member. wing .Clevis coupling may be used with the upper draw to the position of the draw-bars, 19, 19A, is again the center Support for the end pressed channel which'takes the place of the special web plate 23,

05 bar, in which case also, enough of the lower draw- Obviously ad'apted to take care of the tl'active :1

bar, maintain a bearing. against the upper haulage strains, so that the side channels maybe flange of the end channel, will be of advantage. A 8o proportioned more pa i ul ly to substanguide plate 28. Fig. 8, with upturned edge beartially connect the end sills, to support the lading ing against the lower draw-bar. willalso serve to bottom at the ends of the car, and to serve as to maintain the draw-bar in its correct position, gobumper receiving elements. The use of the douing around curves. ble diagonal end sill reinforcements, in order to Evidently, the several parts of the draw-bars transmit to the side sills, the compressive and may also be welded or otherwise suitably attractive haulage strains obviates the use of end tached, or shaped, or made in whole or in part, of channels, or of equivalent constructions, of relai5 cast steel or other metal.

, suitable place are objectionable, ment under heavy With the upper flanges 23A, of this special web plate turned away from the bumper 9, Fig. 8, these upper flanges with the web portion'23B, may thus serve as the housing for the draw-bar spring, which is again of no small advantage. With this arrangement, the extra cost of spring draw-bars as compared with rigid draw-bars, is very little more than the extracost of the springsthemselves.

This also applies to my spring bumpers as compared with the rigid bumpers heretofore in use. The increase in weight, in either case, is also al- 'most only that of the springs,

If the form of special Z-bar shown in Fig. 8, be simply turned upside down, what werethe upper flanges 23A, can then evidently be readily riveted to the bottom plate 16, while what'were the bottom flanges 230, will then be in just the right position to be riveted to gusset plates similar to the gusset plates 31, Fig. 3.

The angle which the end beam diagonals make with the side sills, may evidently be varied within considerable limits.

The end channels 17, Figs. 3 and 4, may simply bear against the double diagonal web members 23, at their centers, but without being riveted to the same, as shown. The riveting of the end channels, to the double diagonal web members, as in Figs. 8 and 9, will however, bind together better, the end sill structure.

as liable to vertical displacehaula e shocks.

Wing support In addition to the horizontal end brace 8A, Figs. 13 and 16, for example, the two vertical end braces 32, riveted to the horizontal .end braces, and resting on some suitable support, have been in common use. This method of end support answers well enough, where the wings are of relatively shallow depth, as in Fig. 18, but where the wings are of approximately the same depth as the remainder of this new type car, as in Fig. 16, some additional means of end support will be required. This may to advantage be the vertical double inclined end brace 33, riveted along its upper horizontal central portion, through the lading body end, sheet 6A, to both the horizontal and vertical end braces, as shown, as well as riveted or otherwise suitably attached to the end belts 1A, at their outer ends as shown.

The distance between the axles is commonly, at least approximately, about one-third of the lading body length, so that over axles 3, Fig. 13, will be a for the wing supporting cross channels or beams, 34. .Over the axles is however a suitable place for derailed, it is also of advantage to be'able to get at the rails where the car wheels should bearon the same, these wheel recesses also serving this second purpose. The tops of these wheel recesses, also herein termed the wheel housings, will also require support, so that over the axles is again a suitable location As shown in Fig. 15, thewing and wheel recess supporting cross channel or beam 34, rests on and is riveted to the upper flanges of the Z-bar supporting side sills 58, its ends being riveted to the lading siding the cross channels or beams, I for other reasons, which will appear further on.

ing outward;

for one set of wing supports.

6B, and to the structural angle side brace 35, which latter is in turn riveted to the belts 7A.

The lading siding 60, over the wheels, also herein termed the wheel housing cover plates, may evidentl y be. riveted to the under sidev of siding resting conveniently upon the upper flanges of the longitudinal side sills,-under the cross channels, as shown. This cross channel is evidently but an extension of the same principle to the wing body support, as the longitudinal supporting side sillsbear to the main car body.

.In combination with the main belts 7A, Fig. 17, may be used the double inclined belt braces, 7B,

the central horizontal portion of which rests on the Z-bar side sills SE, from which points the belt braces slope downwardly to meet the outer portion of the main belts which support the sloping wing bottoms, being there riveted to same, as shown. This combination makes what is known as a truss, and may be made amply strong for the purpose, at a relatively small cost. At the lower outside riveted what may be termed special angles 36, conforming to the shape of the corner, as shown,

and flanged at their top edges, and protecting the corner against abrasion. These special angles will serve admirably for engagement with the cradle dump, as the dumping strains will thus be delivered to the supporting side sills.

In much'the same way, however, the side bracing channels 35, Fig. 17,

willalso serve, admirably, for engagementwith the cradle dump, as they will also deliver to the side sills, the dumping trains, the side sills in dumping strains to the several belts, and thuswithout material strain on the relatively light and flimsy lading holding body, at any one point particularly.

For the longer cars now in use, five belts 7A,

Fig. 13, will be a convenient number, which may be arranged, as shown. In this case, the four special angles 36,

are connected with the two pairs'of end belts.

This will give the cradle dump a connection with the side sills, by means of two belt trusses and the two car end plate trusses, amply sufiicient for the purpose.

Where the service is severe, evidently the belt truss shown in Fig. 1'7 may also be used in con- 1 nection with the end plate truss shown in Fig. 16, while the wingsupporting channels may be used in place of the belt trusses, also in connection with the endplate trusses. Plate trusses may also evidently replace either the belt trusses or the wing supporting channels.

The side bracing angle 35, Figs. l5'and 16 as well as 1'], may extend the whole length of the car, see also Fig. 13. The special function, however, of this angle, is, to of the wings, in the middle of the car, from bulgthese angles being kept from spreading themselves by means of the wing supporting channels; 34, hereinvalso termed cantilevers? Evidently, then, 35, Fig. 13, may be replaced by the shorter side bracing angle 35A, Fig. 14, attached at its ends, to, say the two belts '70, at the farthest sides of the wheel recesses.

The right and left vertical sides of the wheel When the car is turned over side ways, to be turn delivering the keep the vertical sides the side bracing angle the cross channel, the inner edges of this lading 1 corner of the wings, may be two on either side of the car,

supported between the emptied of its lading, as with the cradle dump,

housings include both vertical and supported by the said cover plate, together with the longitudinal the said cover wheel housing.

The axle may also have an inverted U-shaped housing 41, Figs. 2 and 19.

The car bottom 16A, Figs. 17 and 18, may be verse standing plates side sills.

As shown in g 5 Side sills The side sills 5, also herein termed the side beams, Fig. 1, and the end channels 17, Figs. 3 and 4, may to advantage be extended as near the and also herein termed end sill coverings,

one on either side of the draw-bars, may be held,

at their outer ends, b

and end sills, binds together In Fig. 23, the vertical sides 6G, of the wheel housings, herein so termed lading wing supportand riveted to the same. I

Evidently, in the manner described, the wheel housings may thus serve as an economical and efficient means of wing support.

. from being forced inward by the duce the number of obstructions above.

. until for instance, its

A vertical plate 49, Fig. 23, mayconnect the car bottom 16 and the wing brace 33A, in part to support the bottom, and in part to stiffen the wing brace from being bent down near the center by heavy pieces of lading. This plate will also stiffen against buckling, the flat strap strut 50, which latter keeps the lower parts of the side sills weight of the wings and lading, independently of the lading bottom rivets.

The side stiffening angle 35A, Fig. 23, extends from the right vertical side, as shown, of the right wheel recess, Fig. 14, to the left vertical side of the left wheel recess. Therefore, there may be only two of the double diagonal wing supports, 33A, between the two ends of the car, one at-either end of the side stiffening angles. This will reto" the lading within the traction truck proper; Where the double diagonal wing braces or supports, 33A, are used betv jeen the ends 'of the car, it will reduce the number of different parts in to also use this form in place of the end brace 33, see Fig. 16.

In my application #424,132, filed Nov. 15,1920,

short inclined or sloping wing body supporting braces, similar to the short-braces 333, Fig. 2 were disclosed, but without the tie rod 51, which may be over the car axles. The outside lading body double inclined. cross braces 33A, Fig. 23, which as shown, are continuous from end to end, may be termed outside lading body double inclined crossbraces, in order to distinguish the same from the short sectional inclined cross braces previously disclosed.

With the double inclined cross braces 33A, the weight of the outside lading'body, on one side of the truck, is the weight of the outside lading body on the other side of the truck. The double inclined cross braces 33, Fig. 15, and 33A, Fig. 23, as being transverse of the car, will also be herein designated as transverse integral double inclined supporting members. Somewhat similarly, the cross channels34, Fig. 15, and 34A, Fig. 19, will also be herein designated as transverse supporting beams, and again also as transverse supporting members, which term also obviously include the cross braces 33, 33A, as Again, somewhat similarly, the lading end closure 6A, Fig. 16, is obviously reinforced by the double diagonal cross brace 33, and will therefore be also herein designated as a diagonally reinforced lading end closure. Again,somewhat similarly, the lading siding proper 613, Fig. l3, is reinforced by the horizontal angle 35, and will therefore be also herein designated as horizontally reinforced lading siding.

For cradle dump cars, the wing supporting cross channel 34, Fig. 15, for instance, may be a built up channel or angle, of greater depth than shown, top is ievi with the top of the car, in which case, the car may be considered as consisting of three separate compartments. I

Instead of the one belt 7A, Fig. 13', there may for example be two belts'lF, Fig. 1.4, between the wheel recesses. one closely adjacent to either of the two adjacent vertical faces of the wheel housings.

The lading siding 6, Figs; Land 2, may be put inside the belts, but putting the siding outside the belts, as shown herein, gives something of a gain in capacity without increase in cost.

The cast steel draw-bar 19D, Figs. 25 and 2'7,

2 may evidently replace the two wrought draw-bars 19B and 19C, Figs. 8 and 9, for example, which .as being transverse of the car,

latter may also be welded or otherwise suitably united, for the purpose.

As shown in Figs. 25 and 2'7, the cast steel drawbar 19D, may be said to consist of the vertical downwardly extending channel-shape shank 19D, and the horizontal draw-head proper 19E; the slide plate 25, and the reaction plate 20A, being riveted to the rear and front of the vertical part of the draw-bar shank, as shown. The spiral spring 51, with its seat 52, may evidently replace the leaf spring 27 of Figs. 8 and 9.

The pressed end channels 1'7, Fig. 4, and 17A, Fig. 9, etc., also evidently be replaced by equivalent forms, as for example, by the special channel 17B, Figs. 26, 2'7 and 28, formed up out of the sheet metal blankrol'lB, Fig. 28, in a manner similar to that in which the double diagonal end brace 23B, Fig.3, was formed.

What appear asthe horizontal. flanges of the end channel 173, Fig. 2'7, may have an outside edge, which when viewed from the top, as in Fig. 26, is the sector of a'circle, and thus approximately parallel to the adjacent and outer edge or face of the-bumper face plate 9, and of the bumper block 10. The bumper vertical bolts 53, held in place by theif nuts 53A,- are passed, as shown, through the end channel, the bumper face plate and bumper block, as one method of retaining the bumper face working position. The structural angle 54 may be riveted to the vertical sides of both the side and end sills, secure them together.

The bumper leaf spring 11, Figs. 3, 4 and 5, also herein termed the bumper transverse leaf spring,

placed by other forms of springs suitable for the purpose. I

The outside lading supporting cross channel 34, may replace the double inclined end braces 33, Fig. 16.

The angle which the bottom part or nearly horizontal portion of the belt 7A; Fig. 16, makes with the web plate of the side sill 513 may be varied within considerable limits. If this angle is made 90 degrees, or a right angle, the car than becomes, in end view, a rectangular or box car. As shown in Fig. 24, the bottom portions of the belt 7G, with the attached lading siding 61, may also be made more sloping toward the center of the car, than also 4 approximately rectangular in side view, while the said lading holding body shown in Fig. 15 may also be said to be approximately rectangular in end view, more particularly in so far as lading. capacity is concerned. The term rectangular lading holding bodies is therefore to be understood to include lading holding bodies which are approximately rectangular, both transversely and longitudinally of the car.

The boxings 4, Fig.1, and 4A, Fig. 14, may be said to be integral side sill reinforcing axle boxings, to compensate for the metal removed from the side sills 50, Fig. 12, thus making the holes 48 for the insertion of the axles 3, Fig. 14, and a portion of the axle bearing proper, as per my ap- #676,326, filed Nov. 22, 1923. (Now Patent No. 1,530,333, dated March 1'1, 1925.)

As shown in Fig. 19, the lading holding body, as a whole, consists more particularly of the lading end closures 6J, the lading wing lading siding proper 6K, the lading wing lading bottoms 6L, and the traction truck lading bottom 1613. All of the said lading bottoms are plate and bumper block, in

at their junction, as in Fig. 8, to

may also be rebelow the plane of the ture extending through both flanges of the bumper plate 9, and also through the bumper blocklOg will not interfere with ,1

means when cars are to be connected for opera- I,

tion as trains or "trips; By reference to the drawings, it will be seen that'in my improved car scribed. And this plane of the carand the I plane between either end 0! ,w'hi'ch are below the plane of the Obviously, the bumper faceplatea- Eigs. 3 and 4, may b flof 'snflicient height, as it appears in Fig. 4, to extendover'the upper flange of the end channel 17, asjwell as I under thecarbottom'lfi, instead of being'within-the end channel, as shown. Any form-o1 coupling pin may be used. The

coupling pin ,55, as shown in Fig. 9, headed up out of a round bar, passes-through the draw-bars 19B, 19C, and also into the coupling pin approxi mately vertical receiving aperture 56, said aper see alsoFig.4.

cars, withilongitudinal supporting side sills, nor

do I claim broadly the doublediagonal end sill bracing, nor do I claim broadly outside lading body cars, nor do I claim broadly integral side sill reinforcing wheeled rotary axle boxin'gs.

In mine cars of r erse short curves in such rail tracks as are ordinarily in service at mines. Furthermore, placing these'axles to form a short wheelbase, removes the wheels from the ends of the carwhere they the coupling and bumper the axles and wheels are placed as above de placing or the axles may be defined as placing them in upright transverse planes which are between the upright transverse middle ends of the car, It is an upright, transverse the'car and the adjacentwheels, and near said wheels, will cuta part of the sub-axlelading floor or bottom lying also to be observed that below the axle plane. Hence itis' appropriate to define these wheels and axles as being grouped betweenitwo upright, transverse planes cutting f portions 01' the sub-axle lading floor lying below the axle plane.

WhatIclaim is: t

1. In mine and other cars, structural metal end and sidesills secured to getherjn the form of a traction truth-a lading botom secured tothe lower portions-of the saidend'and side sills, outside lading bodies, together 1 with outside lading body supporting internal cross TIC beams supported by the said 2. In mine and other cars, the combination of structural metal end and side sills secured-'to-' ge'her inthe form of a traction truclda lading f with outside bottom secured to the lower portions of the said end and side sills, outside lading bodies, together ladins supporting internal f i enom' heel axles, will also be herein jib-axle lading bottoms. The 6K; which overhang the side.

end and'side sills, outside 'lading side lading body, supporting internal cross chanv nels, supported by the said side sills. t is-In mineand other cars, the combination of 1 structural metal end gether in ihe form of by the said this general type, it desirable I to place the car axles sufficiently near each other beams, together with below the-plane of the I n 11. Inmine and other the combination of I truck'sidesills;

axles and supported by thesaid truck side sills.

3. In mine and other cars, the combination oi and side sills secured; to-

structural metal end gether in the form'oi a traction truck, a lading bottom secured to the and side sills secured tobottom secured to the side sills,

sills secured together in the form (if a traction truck, a middle sub-axle lading bottom, outside 'lading bodies, and a cantilever beam transverse to and supported by the mediate the top and bottom flanges of the side a secured" lading bottom car wheel axles.

7 In mine andother z-bar side sills having triple end flanges spaced mediate the top and bottom flanges of the side.

the plane of the car wheel axles. v

8-. In mine andother cars, the combination oi, sructural metal end and side sills secured tobelow the plane of the axle journals, together withfendsill cove inasofwood.

IOLInmine and other cars-the c'ombinationiof, structural gether in the form 6: a traction'truck, car axles extending through the side sills above the lower edgeportions of lading bottom below the plane of the axles and secured to the side sills, outside ladlng outside lading.

beams supported by the said truck Sidesills.

extendin f hrough the side sills above edge portions 01' the latter, a ladlng bottom below the plane of the car wheel axles and cross beams located approximatelyover the car lower poriions or the said;

bodies; and'outa traction truck, car axles the lower a. tractiontruck, a ladine' end and side sills, outside ladingbcdies, outside lading body supporting internal-cross beams sup-.

Y together with longi tudinal outside lading body bracing members securedjo said internal cross beams. I 5. In mine and other cars, the-combination oi" r p w Y limetal side sills and end I do not herein broadly claim mine. or other" cars, the combination or tal end and side sills secured to- 1 bodies, together with body supporting in ernal cross 12. Inmineand otheric'ars, ,the'c mbmsfln'oi structural metalend and side sills extending through the side edge portions of the latter, a lading bottom below gether in the form. are tractionfitruck, car'axles sills above the lower I "11o sills, together with a secured'lading bottom below the plane of the car wheel axles and secured to the side sills, outside lading bodies, together with outside lading body supporting internal cross channels supported by the said truck side sills.

1-3. In mine and other cars, the combination of structural metal end and side sills secured together in the f'ormof a tract'on truck, car axles extending through the side sills above the lower edge portions of the latter, a lading bottom below the plane of the car wheel axles and secured to the side sills, outside lading bodies, outside lading body supporting internal cross beams supported by the side sills, togetherwith longitudinal outsde lading body bracing members secured to said internal cross beams. l

14. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, car axles extending through the side sills above the lower edge portions of the latter, a lading bottom below the plane of the car wheel axles and secured to the side sills, outside lading bodies, together with outside lad'ng body double inclined cross braces supported by the side sills, the ends of the said double inclined crossbraces being se-, cured to the bottom portions of the outside lading bodies; 7

15. In mine and other cars, the combination of structural metal end and side sills secured together in the form of a traction truck, car axles extending through the side s lls above the lower edge portions of the latter,'a lading bottom below the plane of the car wheel axles and secured to the side sills, together with end sill coverings of non-metallic material.

16. In mine and other cars, the combination of structural metalend and side sills secured togetherin the form of a traction truck, car axles extending through the side s'lls above the lower edge portions of the latter, a lading bottom and secured to the side sills below the plane of the car wheel axles, together with end sill coverings of wood.

17. In mine and other cars, the combination of flanged metal end sills, metal side sills having end triple flanges spaced apart, car wheels, wheel housings, car axles extending through the side s 115 above the lower edge portions of the said side sills, together with a secured lading bottom below the plane of the car wheel axles.

18. In mine and other cars, in combination, flanged metal end beams, Z-bar side beams having end triple flanges spaced apart,- car wheels, wheel housings, car axles extending through the side sills above the lower edge portions of the said side sills, together with a secured lading bottom below the plane of the car wheel axles.

19. In mine and other cars, in combination, flanged metal side beams, car axles intermediate the side beam top and bottom flanges, rectangular lading holding bodies, transverse supporting members, together with a sub-axle lading bottom rigidly secured to said bottom flanges.

20. In mine and other cars, in combination, flanged metal side beams, car axles intermediate the upper and lower portions of the side beams, rectangular lading holding bodies, transverse supporting beams, together with a sub-axle lading bottom rigidly secured to the lower portions of the sde beams.

21. In mine and other cars, in combination, flanged metal side beams, car axles intermediate the upper and, lower portions of the side beams, flanged metal end beams, flanged metal bumper face plates, bumper transverse leaf springs between said bumper ,face plates and said end beams, coupling pin vertical receiving apertures through the bumper face plate flanges, together with a sub-axle lading bottom.

22. In mine and other cars, in combination, flanged metal side beams, car axles intermediate the upper and lower portions of the side beams, flanged metal end beams, flanged metal bumper face plates, bumper filler members between said end beams and bumper face plates, bumper transverse leaf springs between said bumper filler members and end beams, coupling pin vertical receiving apertures through said bumper face plate flanges and through said bumper filler members, and a sub-axle lading bottom.

23. In mine and other cars, in combination, flanged metal side beams, car axles intermediate the upper and lower portions of the side beams, transverse integral double inclined supporting members, and a' sub-axle lading bottom.

24. In mine and other cars, in combination, a central supporting traction truck including flanged metal side-beams, lading wings on both sides of. the traction truck, transverse supporting members, car axles intermediate the upper and lower portions of the side beams, and an integral sub-axle lading bottom extending between and'secured to the lower portions of the side beams.

25. In mine and other cars, in combination, a central supporting traction truck including end sills and longitudinal supporting metal side sills, lading wings on traction truck such that the complete lading holding body thus are formed will be approximately rectangular both longitudinally and transversely of the car, car axles intermediate the upper and lower portions of the side sills, transverse supporting members, external wheel housings extending over the wheels, bumper and coupling members, and a subaxle lading bottom.

26. In mine and other cars, in combination, flanged metal side beams provided with end triple flanges spaced apart, car axles intermediate the upper and lower portions of the side. beams,and a sub-axle lading bottom.

27. In mine and other cars, in combination, flanged metal side beams provided with end triple flanges spaced apart, transverse standing plates on said side beams intermediate said end flanges, car axles intermediate the upper and lower portions of the side beams, and a sub-axle lading bottom.

28. In mine and other cars, in combination, flangedmetal side beams, rotary axle boxings secured to the side beams intermediate the side beam top and lower flanges, car wheels, rotary car axles in the car wheels and in the axle boxings, lading wings, transverse wing supporting members, and a sub-axle bottom rigidly secured to said side beams.

29. In a mine car, the combination of wheels, axles, longitudinal side sills supported by the axles, a sub-axle lading bottom lying between the car wheels, outside lading bodies having bottoms lying in planes that cut the adjacent wheels and said side lading bodies being provided between their ends with wheel recesses, and transverse stiff cantilever beams lying in a horizontal plane above the side sills and at least in substantial part supporting said side lading bodies in cantilever fashion.

30. In a mine car, the combination of wheels, axles, longitudinal side sills supported by the 7Q v saidside lading bodies bein horizontal plane above theside-sills and-at 1e t g in substantial ,0

. 1-5, "-plane above the side sills and at least in 'subpart supporting the said side lading bodies incantileveriashion. 1 31. Infa' mine car, the combination-of.wheels,. axles, longitudinal side sills" s'importeclv .by the "the carwheels, outside I lading bodies havingthe bottoms lying'in planes wheels-and said side lading bodies beingprovided between their ends with wheel recesses suiliciently V oar wheels, ms lying .in a

e removal of the and transverse stiit cantilever bea large fto permit th part supporting. said axles, a sub-axle landingv bottom lying between verse stiif cantilever beams lying in ahorizontal bodies in'cantilever fashion. 1

, and

bottom lying between the side sills, outside 'lading 32, In amine car, the combination oi wheels,- side sills between the wheels axles, longitudinal supported bythe axles, a sub-axle lading bodies having bottoms lying in planes that cut the recesses,

adjacent wheels and thejsaid'side lading bodies being provided between their ends with wheel and transverse stiif cantilever beams f lying in a horizontal plane above the longitudinal side sills and near the ends of the side sills and axles, longitudinal side sills between the and supported by the at least in substantial part supporting said side lading bodies incantileverjfashion.

33. In a mine car, the combination of wheels, wheels axles, a sub-axle lading bottom lying between the side sills, outsidelading bodies having bottoms lying in planes cutting the a'djacent wheels and said side lading bodies being provided between their ends with wheel recesses to permit the removal of the 4 cgr wheels, and transverse stiii cantilever beams,

plane of the longitudinal side sills and said beams sufliciently large lying in a-horizontal plane above the horizontal being near the ends 0! the side sills and at least in substantial part supporting saidfside lading I bodies in cantilever fashion.

34. In a mine car, thecombination oi. wheels,

axles, longitudinal side sills between thewheels and supported by the axles, a lading bottom lying between the side sills, outside lading bodies having bottoms lying in planes that cut the adjacent .wheels and said lading bodies being providedibetween their ends I' versestiircantilever beams lyingjin a horizon-' tal plane above gitudinal side sills and said beams forming a part tween stifl' cantilever beams supported by the sidelins andfat least in substantial part supporting th lever fashion. v a 35. In a mine car, the

' "side sills and at least insubstantial ping the side .lading bodies in cantilever I88hiol'1.' g

' the combination ot-wheels, k

the horizontal lane of the lonoi the lading body end. wall closure anifb'racihg structure and said beams at least insubstantial Dart supporting said side combination of wheels,

axles, longitudinal side sills supported by the a central sub-axle lading bottom lying beaxles, s

the. car wheels, outside lading bodies, and

transverse cantilever 36. Ina mine car, axles,- longitudinal side sills supported by the axles, a sub-axle lading bottom lyingbetween the car. wheels, outside lading bodies having bottoms lying in planes that cut the adjacent wheels and provided, between be their ends with. wheel recesses, and t side lading bodies in cantilever fashion.

eagles, a sub-'axlef'ladin'g bottom lying between 1 the car wheels, outside that cut the adjacent lading bodies, and trans with wheel recesses, and trans-,

below metal double diagonal ladlng bodies in :canti- I I side -sills,'the diagonalrtions. of the end sill supportedrby the pa t sum tend bracing 37. In 'mine, andother cars; the: combination of structural metal end, side sills secured to-- g 38. In mine and other cars,'the combination of structuralmetal end and side sills secured to ioo and secured to the side bracing member's connecting the'end and side sills being provided'with integral senses. '42. In mine and other cars, in combination,

member fianc Y 143. In mine and other cars, in combination, 14s flanged metal side'bea ms, car axles intermediate axle lading ottom. members formed up out or rolled sheetmet'al blanks, the diagonal portions onlyof said be Supported bottom flanges secured to bracing members being the sub-axle bottom. 44. In a mine car end structure, the combination of a transverse metal member adapted to be supported by the car side members and having an upright web and a horizontal flange directedbeing apertured on an upright line to receive a coupling pin. I p

46. In a mine car end structure, the combination of a transverse metal member adapted to by the car side ing an upright web and a horizontal flange directed away from the car body, a draw-bar member above said flange and said draw-bar member and said flangebeing line to receive a coupling pin,and cushioning wheel recesses nation of car wheels, sills supported by the tural steel member lying means'associated with said web. I

4'7. In mine and similar rail cars, the combiaxles and having substantially upright lower portions, a central lad body lying between two car wheels on one axle, side lading bodies extending outward beyond the inside flanges of the adjacent wheels and the bottoms of said side lading bodies lying inplanes cutting the adjacent wheels, hood-coverings over the wheels and lying above the horizontal plane of the low portions of the side sills and at least in substantial part supporting oneend of the said side lading bodies in cantilever fashion.

48. In mine and similar rail cars, the combination of car wheels, car axles, longitudinal side sill members supportedby the axles, a central Wheels on one axle, side lading bodies extending outward beyond the inside flanges of the adjacent wheels and the bottoms of said side lading bodies lying in planes that cut the adjacent wheels, the said side lading bodies being provided between their ends with sufiiciently large to permit the removal of the car wheels, a transverse stiff strucabove the side sill members and at least in substantial part supporting one end of the said side lading bodies in cantilever fashion.

49. In mine and similarrail cars, the combination of carwheels, car axles, a lading body, longitudinal metal side sills supported by the axles, a central lading body lying between two car wheels on one axle, side lading bodies extending beyond the inside flanges of the am'acent wheels, a transverse stifi metal means at of the lading body and at least in substantial part supporting one end of the said side lading bodies in cantilever fashion.

50. In mine andsimilar rail cars,cthe combination of car wheels, car axles, a lading body, longitudinal metal side sills between and supported by the axles, a central sub-axle lading bottom lying between the side sills, side lading bodies extending laterally beyond the upright planes of said side sills and the bottoms of said side lading bodies lying in planes that cut provided with integral membersand hav apertured on an upright car axles, longitudinal side a transverse stiff beam member in cantilever fashion whereby one end the adjacent wheels, a transverse stifi beam member at one end of the lading body lying above the longitudinal side sills and at least in substantial part supporting one end of the said side .lading bodies in cantilever fashion.

51. In mine and similar rail cars, the combination of car wheels, car axles, longitudinal side sills between the wheels and supported by the axles, a lading bottom lying between the side sills, side lading bodies extending laterally beyond the upright planes of the said side sills and the bottoms of said sidelading bodies lying .in planes that cut the adjacent wheels and the said lading bodies being provided between their ends with hood coverings over the wheels, a transverse stiff beam member lying above the longitudinal side sills and forming a part of the lading body end wall closing and bracing structure and extending substantially from one side to the other and at least'in substantialpart supporting one end of the side lading bodies inv cantilever fashion.

'side sills and forming a part of the lading body end wall closing and bracing structure and extending substantially from one side of the lading body to the other, and at least in substantial part supporting one end of the side lading bodies the use of addiextending supports for the side this end of the car may be distional outwardly lading bodies at pensed with.

53. In mine and similar rail cars, the combination of car wheels, car axles, a lading body, longitudinal side sills and end sills securely connected so as to form a traction truck frame, a central lading bottom at the bottom of the side sills and at least insubstantial part lying under the horizontal plane of the bottoms of the car axles, side lading bottoms extending from the lower part of the side sills substantially horizontally beyond the upright planes of the inside of the flanges of the adjacent wheels, the said side lading bottoms being provided between their ends with deep hood coverings over and a transverse stiff beam member lying above the traction truck frame and forming a part of the lading body end wall closing and bracing structure and at least in substantial part sup porting one end of the said side lading bodies in cantilever fashion.

54. In mine and similar rail cars, the combithe wheels,

between theside laterally besaid side lading bodies lying in 6 nation of car wheels, car axles, a lading body,

longitudinal side sills lying between two wheels on one axle and penetrated and said axles, end sills securely connected with the side sill: so as to form a traction truck frame, a central lading bottom lying at least in substantial part below the horizontal plane of the tops of the axle journals, side lading bodies extending outward laterally from approximately the upright longitudinal planes of the side sills and extending through the upright planes of the inside or the flanges of the adjacent wheels, a transverse stiff structural steel member at each supported by end "of the lading body and above the side lading bodies 56. In mine and similar rail cars, the combie end truck frame and forming body end wall closure and sills of the traction a part of the lading stiifening structures supporting the said side lading bodies in cantilever fashion;

Yes. In minej and similar-rail as, the combination vof :car wheels, car axles, a lading body,

longitudinal side sills lying between on one. axleandfpenetrated by the end sills in secured relationship with, the side sills-so as to form a traction. truck frame; a 1 central lading bottom lying at least in substantial part below the horizontal plane of the axle journals, side lading bodies extending outwardlaterally from approximately longitudinal planes of ,the side sills and extending through the upright planes of the inside of the flanges'of the adjacent'wheels, a transverse flanged stifi metal means located above thetram two wheels tion'truck frame and forming a part of'the end,

lading body wall stiffening structure, and at least in substantial part supporting one end of the in cantilever fashion.

nation of car wheels, sills lying between two wheels on one axle and penetrated and supported by thelsaicl axles, a central lading bottom lying at least in substantial partbelow the horizontal plane 015 the tops of the axle journals, side lading bodies extending outward laterally from approximately the upright planes of the side sills, a transverse stiff flanged beam member lying at least in substantial part in a horizontal plane above the upper portions of the side sills and rigidly connected with the said side sills, and the said beam member ,iorming-at least a part of the lading body end wall stifiening structure and extending outward laterally and at least in substantial'part supporting one end of cantilever fashion.

57; In mine andsimilar rail cars, the combicar axlesja ladingbody,

nation of carwheels, I longitudinal side sills lying between two wheels on one axle, a transverse stiff beam member'- lying at least in substantial part above the upper portions of the side sillsand engaging and rig idly fastened to the said side'sills and extending substantially from one side of the lading body tothe other, andthe said beam member forming at least a part of the lading body end wall stiifening 'structureand at least-in part supporting one end of the side portions of the lading body in cantilever fashion.

5B. Inmineand similar rail cars, the combination of carwheels, caraxles, a lading body, longitudinal side sill members lying between two wheels on one axle, a stifl metal beam member lying at least in substantial part in a horizontal plane above the upper portions of the side'sills and engaging and rigidly Iast'enedto the said transversely substantially the side wall structures and extending substan- I tially from one end of the lading body to the other and 'stiil'ening the'side lading body wall structure against drooping between the ends.

59. In. mine and; similar-rail cars, the comand at least in'major part portions of the said axles, "sealed against leakage and the said side lading of the tops the upright l thesaid side lading bodies in each including bination of a lading body car-wheelacar axles, a a central-lading bottom 'lying'between two wheels J on one axle and having portions below the 'horizontal plane of the'tops of. and also below the bottoms extending through the upright planes or the inside of the' rlanges of the adjacent outwardly substantially from the upright planes I ing upon the said longitudinal side sills and secured against movement in respect of them. 61. In mine and similar rail cars, the combinaplanes cutting the adjacent wheels, a lading body supporting and stiifening frame by the side sills and including at cantilever end least in part being'secured against movement in respect tothe side sills."

62. In mine andsimilar rail cars, the combination .01 car wheels. car axles, two approximately rec and substantially horizontal frames stilt, metal end and side members 150 itself supported vidly secured to and lyin at least in said lading rigidly connected at the corners, the first frame being supported by the car axles and havingits longitudinal side members lying between the car wheels, and the second frame having its end transverse members resting upon and rigidly secured to and supported by the side members of the first frame, and the side members of the second frame at least in substantial part lying in upright planes exterior to the upright planes of the inside of the flanges of the adjacent wheels, 2. central lading bottom at least in part supported by the first frame and lying at least in substantial part below the horizontal plane of the top of the axle journals, and side lading bodies extending beyond the upright planes of the side members of the first frame and having bottoms lying in planes cutting the adjacent wheels, and the said side lading bodies being at least in substantial part supported by the members of the second frame.

63. In mine and similar rail cars, the combination of two superimposed rigid and substantially rectangular metal frames, said frames being supported by the car axles and the two frames being of such rigidity and strength that they can without reinforcement endure substantially all the traction and load carrying strains to which the car is subjected.

64. In mine and similar rail cars, the combination of wheels, axles, two approximately rectangular and substantially horizontal frames each including stiff metal end and side members having stiffening flanges and the end and side members of each frame being rigidly connected at the corners, the first frame being supported by the axles and its side members lying between two wheels on one axle, and the second frame having transverse end members resting upon and rigbers of the first frame, and the side members of the second frame lying at least in substantial part in upright planes exterior to the upright planes of the inside of the flanges. of the adjacent wheels, together with a central stationary lading bottom at least in part supported by the first substantial part below the horizontal plane of the tops of the axle. journals, and side lading bodies extending beyond the upright planes of the side members of the first frame, an

the said side lading bodies being at least in substantial part supported by the members of the second frame.

65. In mine and similar rail cars, the combination of wheels, an approximately rectangular and substantially horizontal traction truck frame including stiff end traction structures rig'idlyattached to longitudinal metal having stiffening flanges, car axles whose journal centers lie in a horizontal plane cutting the said longitudinal side members, a central lading bottom lying in substantial part below the horizontal plane of the tops of the car axle journals and the horizontal plane of the upper the said metal side sill members, the bottom being supported at least in part by members of the traction truck frame, side lading bottoms extending beyond the longitudinal metal side members in planes cutting the adjacent car wheels and the said side lading bottoms securely fastened to the outside closure wall structures of the lading body, substantially upalso below portions of right and rigid side and end wall closure lading body structures securely fastened to one another at the comers so as to form a substantially rectangular lading body frame, the said lading body the lower'of the structures including frame lying above. and being securely connected with and supported by the traction truck frame, and the said lading body frame having sufiicient rigidity to carry without transverse supports between the ends the load and strains that come upon the said wall closure structures, and the said end wall closure structures acting as transverse cantilever supporting members, and the said end closure structures including structural steel shapes with stiffening flanges.

66. In mine and similar rail cars, the combination of side sillsand end sills rigidly attached and forming a traction truck frame, wheels exterior to the side sills, car axles the centers of whose journals lie in a. horizontal plane-cutting the side sills, a central lading bottom lying at least in substantial partbelow the horizontal plane of the tops of the axle journals, transverse stiff loadsupporting end wall closure structures at the end of the lading bodyof the car and each including a cantilever metal transverse structural shape with a. stiffening flange, stiff side wallclosure and supporting structures each including a longitudinal metal member with a'stifiening flange, the, said side wall supporting structures being 100 rigidly connected withthe ends of the said end wall supporting structures, and the said side wall structures having sufiicient stiffness longitudinally to support their loads suitably when supported only at their ends, and side lading bottoms extending beyond the adjacent sills of the tractionv truck frame in planes cutting the adjacent wheels, the said side lading bottoms having their outer portions supported by means associated with the adjacent side wall supporting structure.

67-. In mine andsiinilar rail cars, the combination of side sills and end sills rigidly attached andforming a traction truck frame, wheels exterior to the side sills, car axles whose centers lie in a horizontal-plane cutting the side sills, a central lading bottom lying at least in substantial part below the horizontal plane of the tops of the axle journals, transverse stiff load-supporting end wall closure structures at the end of the lading body of the'car and each of said end a metal transverse structural shape with stiffening flange, stiff side wall closure and supporting structures each including a longitudinal metal member with a stiffening flange, the said sidewall supporting structures beingrigidlyattached to the ends of the said end wall supporting structures, and the said side wall structures having sufficient stiffness longitudinally to support their load suitably when supported only at their ends, together with side lad ing bottoms extending beyond the adjacent sills of the traction truck frame in planes cutting the adjacentwheels, and the said side lading bottoms lying at least in substantial part below the horizontal plane of thetops of the axle journals, and the said ladingbottoms having substantially upright walls at their outer ends, and the said outer walls being sealed in respect of and being supported at least in part .by the said side wall closure and supporting structures.

68. In mine and similar rail cars, the combination of side sills and end sills rigidly connected at the corners to form a traction truck frame, wheels, car axles supporting the traction truck frame, a substantially rectangular lading body stiffening and supporting. frame itself supported by-the side sills of the traction truck frame and secured against movement in respect of the traction truck frame, and the said lading body frame composed at least in part of flanged metal stiffentiall supporting frame itself supported by the side sills of the traction truck frame and secured against movement in'respect 01' the tree-- composed at least in part of flanged metal stiflening- ;and l supporting members extending substantiallyfrom corner to corner of the la'ding body and fastened securely together, and the said transverse members of the said lading body frame supported 'at least in 5.1!; first frame being "wider frame lying supporting ion, a lading botfbm at lying below the theaxle journalsplane of the tops tions of the said lading bottom extending through the side membersin cantilever fashand also below the horizontal the upright planes of the flanges of the adja cent wheels and cutting said flanges, and the said lading bottom extensions being in substantial part below the said planeof the. tops of the axle joumals and the said bottom extensions being substantial part by the side members ofthe ladin body frame.

:70. In mine and similar rail cars, tion oica'r axles, wheels, a lading car axle journals and the said 'lading bottoms being supported by the members of two'substantially-rectangular steel frames, the narrower than the second and being supported with bumpin and coupling means, and the said. .in a horizontal plane above the first frame and being supported by the longitudinal members of end frame forming at least a body wall stiifening structure; 71 Inmine and similar rail cars, the combinetion of wheels, car axles, stationary lading' bottomslying in substantial part belowthe horizon- .tal plane of the tops of the car axle journals and second and being supported by the car axles and being cut. I the horizontal plane of the centers iondl and wider frame abovetheflrst frame tudinal. members .0! e movement thereto, and the second irame 01 the Journals of the car axles and being equipped with bumping and coupling means, and the secfirst irame and secured of lading forming at least. part lymg in substantial part below the horizontal a horizontal a substantially rectangular lading body stiffening and tion truck frame, and the saidlading body frame.

least in substantial part j horizontal plane of the tops of.

of the said side sills, and porby the car axles and equipped the first framaand the sec- W T part of the ladlng'p being supported by. the? lying in-a horizontal plane 1 1' d ing upon the longl- Well the said lading having portions I members or the first frame.

longitudinal plane of the tops of the axle journals, side lading bodies sealing the edges of the central lading bot tom vagainst leakage and extending outwardly beyond the upright planes of the inside flanges, or

the adjacent car and the bottoms 01' the said bodies lying ee flanges, a lading-bodies being. supported in substantial part ing supported by the car axles and the horizontal plane oi. the'centers or the car axle journals, and the said wider frame lying in plane above the first frame, and longitudinal side sills exterior .to the two car wheels'on one axle and-lying parallel to and subs. stantially in the same horizontal plane as the said longitudinal side members of the first frame, and the said exterior sills in part supporting the lading load. I 73. In a mine or similar rail car, the combination of car wheels, at lading body,. car axles, longitudinal load-supporting sill members supported and at least partsupportlng the side lading bodies in cantilever fashion.

74. In a mine or similar rail car, the combina-' tion or a ladingbedy, car wheelacar axles, longik members supported by the axles, a lading bottom lying. between the car wheel's supporting the said'side lading bodies in cantllever fashion. -75. Inga mine or similar rail car, the combination of car wheels, car axles, longitudinal loadsupporting sill inembe' s supported by the car axles,ja lading bottom lying between opposed wheels, side lading bodies extending beyond the inside flanges of the adjacent wheels, and a transverse sun cantilever means lying, above the sill 'membersand at least major part supporting one end of the side Ruling b es in cantilever ashlon. 76.11; a mine or similar rail car, the combine tlon of car-wheels, cariaxles, longitudinal 1oadsupportingsill members in upright planes be- 1 v the wheels and supported by theeaxles, a

adlng bottom lying between opposed wheels, side I 

